WO2005111410A1 - Procede et dispositif de commande d'un moteur a combustion interne - Google Patents

Procede et dispositif de commande d'un moteur a combustion interne Download PDF

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Publication number
WO2005111410A1
WO2005111410A1 PCT/EP2005/050688 EP2005050688W WO2005111410A1 WO 2005111410 A1 WO2005111410 A1 WO 2005111410A1 EP 2005050688 W EP2005050688 W EP 2005050688W WO 2005111410 A1 WO2005111410 A1 WO 2005111410A1
Authority
WO
WIPO (PCT)
Prior art keywords
group
cylinders
ignition angle
assigned
torque
Prior art date
Application number
PCT/EP2005/050688
Other languages
German (de)
English (en)
Inventor
Martin Jehle
Dirk Schneider
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to KR1020067025762A priority Critical patent/KR101173711B1/ko
Priority to US11/579,424 priority patent/US7377260B2/en
Priority to EP05708031A priority patent/EP1743098B1/fr
Publication of WO2005111410A1 publication Critical patent/WO2005111410A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/151—Digital data processing using one central computing unit with means for compensating the variation of the characteristics of the engine or of a sensor, e.g. by ageing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine.
  • the Porsche 911 Xurbo is equipped with a device for adjusting the valve lift of the gas inlet valve and the gas outlet valve.
  • the internal combustion engine of this vehicle is provided with a camshaft on which a cam with a short stroke and two further cams with a higher stroke are formed for each gas inlet valve.
  • the cam lift is transmitted to the gas inlet valve by means of a transmission unit.
  • the transmitter unit is designed as a cup tappet, which comprises a cylinder element and an annular cylinder element arranged concentrically to this.
  • the cam with a small stroke acts on the cylinder element while the cams with the higher stroke act on the ring cylinder element.
  • either the low or the higher stroke is transferred to the gas inlet valve.
  • the small cam lift is transmitted to the gas inlet valve. This results in reduced friction losses due to the small diameter of the cam and the cylinder element used in this operating state and the lower valve lift.
  • the object of the invention is to provide a method and a device for controlling an internal combustion engine which enables the internal combustion engine to run smoothly.
  • the object is achieved by the features of the independent claims.
  • Advantageous embodiments of the invention are characterized in the subclaims.
  • the invention is characterized by a method and a corresponding device for controlling an internal combustion engine having a plurality of cylinders, which have combustion chambers and which are each associated with a spark plug which is designed to ignite the air / fuel mixture in the combustion chamber, and with at least two Adjusting devices for adjusting the air supply to the combustion chambers of different cylinders.
  • An individual ignition angle is determined for each group of cylinders to which the same air mass is to be supplied per work cycle and the same torque loss is decisive during their respective work cycles.
  • the decisive loss torque is that which is assigned to the respective cylinder and which is in its intake stroke during the respective work cycle of the respective cylinder of the respective group.
  • the individual firing angle for each group is determined depending on the loss torque relevant for the respective group.
  • the invention is based on the knowledge that if the desired actual torque of each group of cylinders is the same, the respective indicated torques of the respective groups of cylinders may differ only by the loss torques assigned to them. It also uses the knowledge that the cylinder that is in its intake stroke has a significant influence on the torque loss within the crankshaft angle range during which another cylinder is in its stroke. This makes it easy to equalize the torque simply by adjusting the respective ignition angle, which is individual for the group, depending on the loss torque which is relevant for the respective group, and it is possible in this way to ensure that the internal combustion engine runs very smoothly.
  • An indexed torque is in each case the torque which is generated by the combustion of the air / fuel mixture located in the respective cylinder without taking into account losses which occur, for example, as a result of friction or pump work.
  • the actual torque is the torque that then takes these losses into account.
  • the actual torque is thus the torque that is output on the clutch side of the crankshaft of the internal combustion engine or at a further point up to a wheel of a vehicle in which the internal combustion engine is arranged.
  • the individual firing angle for each group is determined as a function of a difference between the loss torque that is relevant for the respective group and the relevant loss torque of another group. In this way, very good torque equalization of the cylinders can be achieved if, depending on the driver's request, the indicated torque is determined, in which no distinction is made between the different loss torques for the respective groups, but rather an average loss torque acting per working cycle of the internal combustion engine is placed.
  • the individual ignition angle is limited to a minimum and / or to a maximum ignition angle. In this way, knocking or misfiring or impermissibly high exhaust gas temperatures can easily be prevented with a suitable choice of the minimum and maximum ignition angle.
  • an individual ignition angle that is assigned to a group reaches the minimum ignition angle
  • another individual ignition angle that is assigned to another group is determined as a function of the minimum ignition angle. This reliably prevents misfires and impermissibly high exhaust gas temperatures and, as far as possible, the desired torque can be set with little uneven running.
  • a cylinder-specific ignition angle that is assigned to a group of cylinders reaches the maximum ignition angle
  • another ignition angle that is assigned to another group of cylinders is determined as a function of the maximum ignition angle.
  • FIG. 1 shows an internal combustion engine with a control device
  • FIG. 2 shows a further view of parts of the internal combustion engine according to FIG. 1,
  • FIGS. 2 and 3 a program for controlling the internal combustion engine, which is processed in the control device and
  • Figure 4 shows another program for controlling the internal combustion engine, which is processed in the control device.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the intake tract preferably comprises a throttle valve 11, further a collector 12 and an intake manifold 13, which leads to a cylinder ZI via an intake port in the engine block 2 is guided.
  • the engine block 2 further comprises a crankshaft 21 which is coupled to the piston 24 of the cylinder Z1 via a connecting rod 25.
  • the cylinder head 3 comprises a valve train with a gas inlet valve 30, a gas outlet valve 31 and valve drives 32, 33.
  • the gas inlet valve 30 and the gas outlet valve 31 are driven by means of a camshaft 36 (FIG. 2) on which cams 39, 39a and 39b are formed acting on the gas inlet valve 30.
  • cams are provided — possibly on a further camshaft, which act on the gas outlet valve 31.
  • a total of three cams 39, 39a, 39b (FIG. 2) are assigned to the gas inlet valve 30.
  • the cams 39, 39a, 39b act over via a transmission unit 38 to the gas inlet valve 30.
  • the transmission unit 38 is designed as a tappet. It comprises a cylinder element 38a and an annular cylinder element 38b arranged concentrically to this.
  • the cam 39 acts on the cylinder element 38a.
  • the cams 39a, 39b act on the ring cylinder element 38b.
  • a switch position of the cup tappet In a switch position of the cup tappet, only the stroke of the cam 39, which is less than the cams 39a and 39b, is transmitted to the gas inlet valve 30; in this switch position, the gas inlet valve 30 is operated with a small valve stroke L, and in a further switch position of the cup tappet transfer the strokes of the cams 39a and 39b to the gas inlet valve 30. In the further switching position of the bucket tappet, the gas inlet valve 30 is operated with a high valve lift H.
  • the switching position of the cup tappet can be achieved by a corresponding control of an actuator provided in the cup tappet and is preferably carried out hydraulically.
  • valve drive 32, 33 can, however, also be designed as an alternative.
  • the camshaft should be designed and cooperate with an actuator so that different cams act on the gas exchange valve depending on the desired valve lift.
  • the cylinder head 3 (FIG. 1) further comprises an injection valve 34 and a spark plug 35.
  • the injection valve can also be arranged in the intake manifold 13.
  • the exhaust tract 4 comprises a catalytic converter 40.
  • An exhaust gas recirculation line can be led from the exhaust tract 4 to the intake tract 1, in particular to the collector 12.
  • a control device 6 is provided, to which sensors are assigned, which detect different measured variables and each determine the measured value of the measured variable. The control device 6 determines, depending on at least one of the measured variables, manipulated variables which are then converted into one or more actuating signals for controlling the actuators by means of corresponding actuators.
  • the sensors are a pedal position sensor 71, which detects the position of an accelerator pedal 7, an air mass meter 14, which detects an air mass flow upstream of the throttle valve 11, a temperature sensor 15, which detects the intake air temperature, a pressure sensor 16, which detects the intake manifold pressure, a crankshaft angle sensor 22, which detects a crankshaft angle, to which a speed N is then assigned, a further temperature sensor 23, which detects a coolant temperature, a camshaft angle sensor 36a, which detects the camshaft angle, and an oxygen probe 41, which detects a residual oxygen content of the exhaust gas, and possibly a sensor , which detects whether the gas inlet valve 30 is operated with a low or high valve lift L, H.
  • any subset of the sensors mentioned or additional sensors may also be present.
  • the actuators are, for example, the throttle valve 11, the gas inlet and gas outlet valves 30, 31, the injection valve 34, the spark plug 35, the adjusting device 37 or the transmission unit 38.
  • the internal combustion engine also has other cylinders Z2, Z3, Z4, to which corresponding sensors and actuators are assigned and which are controlled accordingly.
  • the actuators are designed such that a part of the gas inlet valves with a small valve lift 1 and another part with a high valve lift H can be operated simultaneously. If necessary, the actuators can also be designed such that the gas inlet valves can also be operated with further valve strokes VI. Furthermore, alternatively or additionally, actuators, such as pulse charging valves, can also be provided, which can influence the air supply, if necessary, individually for each cylinder.
  • the actuators that influence the air supply to individual or several cylinders are also referred to as adjusting devices for adjusting the air supply to the respective combustion chambers of the respective cylinders.
  • the control device 6 corresponds to a device for controlling the internal combustion engine.
  • actuators are actuated differently in an internal combustion engine, which influence the air supply to the respective cylinder ZI to Z4, and as a result there are significantly different air masses in different cylinders during a working cycle of the internal combustion engine, groups of cylinders can be formed, the same in each case Air mass is supplied per work cycle and the same torque loss is decisive during their respective cylinder segments.
  • An actual torque TQ, which is generated by each of the groups, must be equal to a net value TQ_NET of the actual torque TQ, specifically for all groups. This is shown below using the following formula.
  • TQI denotes an indexed torque and TQ_LOSS a loss torque.
  • the loss torque TQ_LOSS depends largely on the respective speed, the respective air mass flow in the respective cylinder ZI to Z4, the coolant temperature and / or an oil temperature.
  • the loss torque TQ_LOSS is defined as a negative value, n denotes the different discrete switching positions, which can lead to a correspondingly large number of different air masses in the respective cylinders ZI to Z4, z is an index that is assigned to the loss torque TQ_LOSS.
  • TQI X TQ ⁇ - TQ_LOSS z (F3)
  • the indicated torque TQI ⁇ of the respective group of cylinders can also be used
  • TQI_REF denotes a reference torque that results as an indexed torque if a predefined ignition angle and further parameters influencing the torque are set to predefined values, which are selected, for example, such that a maximum indexed torque results under appropriate boundary conditions, y is an index assigned to the reference torque TQI_REF.
  • EFF_IGA denotes an ignition angle efficiency, which is in each case related to the ignition angle of the reference torque TQI_REF.
  • EFF_XXX denotes another efficiency and thus summarizes all other parameters by means of which the reference torque TQI_REF can be changed, so that the indicated torque TQI results.
  • the other efficiency EFF_XXX takes into account, in particular, an enrichment or thinning of the air / fuel mixture in the respective cylinder on the basis of the output signal of a lambda control.
  • a program is described below, which is stored in the control device 6 and is processed in the control device 6 during operation of the internal combustion engine.
  • This program is described by way of example for the case in which the valve lift VL of the gas inlet valves 30 has either a small valve lift L or a high valve lift has stroke H and the valve stroke VL of the respective gas inlet valves 30 can be set individually for each cylinder individually or only in groups.
  • the program is started in a step SI (FIG. 3), which is carried out as soon as possible when the internal combustion engine starts and in which variables are initialized if necessary.
  • step S2 it is checked whether the valve strokes VL of individual gas inlet valves 30 correspond to the small valve stroke L and the valve strokes of other gas inlet valves 30 simultaneously correspond to the high valve stroke H. If this is not the case, then preferably only a single ignition angle is determined for all cylinders Z1 to Z4 and the program then remains in a step S3 for a predetermined waiting period before the condition of step S2 is checked again.
  • step S4 an indicated differential torque D_TQI is determined in a step S4, depending on the difference between an indicated torque TQljj with a high valve lift H and an indicated torque TQIL with a low valve lift L.
  • the indicated torque TQI H with a high valve lift H is equal to the difference between the net value TO NET of the actual torque TQ and the loss torque TQ_LOSSj J with a low valve lift L. This applies to cases in which during the respective work cycle of the respective cylinder the high valve lift H is operated, a cylinder that is operated with a low valve lift L is currently in its intake stroke.
  • the indicated torque TQIi, for a low valve lift L is equal to the difference between the net value TQ_N ⁇ T of the actual torque TQ and the loss torque TQ_LOSS jj for a high valve lift L. This applies to cases in which the respective cylinder, which is operated with a low valve lift L, a cylinder which is operated with a high valve lift H, is currently in its intake stroke.
  • the indicated differential torque D_TQI is equal to the difference between the loss torque TQ_LOSS jj with a high valve lift H and the loss torque TQ_LOSSL with a low valve lift L.
  • the loss torque TQ_LOSSH, TQ_LOSSL can depend, for example, on the speed, the respective air mass flow in the respective cylinders ZI to Z4, the coolant temperature and / or the oil temperature are determined.
  • an ignition angle efficiency EFF_IGA H is then determined for the cylinders whose valve lift VL has a high valve lift H. This takes place depending on the relationship specified in step S6.
  • FAC ⁇ denotes a torque factor which represents the ratio of fired cylinders of the group of cylinders Zl-4, which are operated with a small valve lift L, to the total number of cylinders Zl-Z4 of the internal combustion engine.
  • a torque factor FACJJ denotes the ratio of the fired cylinders of the group of cylinders Z1-Z4, which are operated with a high valve lift H, to the total number of cylinders Zl-Z4.
  • TQI_REFJJ is the reference torque when all cylinders Zl- 4 are operated with a high valve lift H at the given operating point.
  • EFF_XXXJJ is the correspondingly assigned other efficiency.
  • the indicated torque TQI is determined as a function of the driver's request, for example expressed by the position of the accelerator pedal, and taking into account further torque requirements from another function of the control device.
  • step S8 an ignition angle efficiency EFF_IGAL is determined for the cylinders Z1-Z4, which are operated with a small valve lift L. This is done according to the relationship given in step S8.
  • TQI_REF L denotes a reference torque with a small valve lift L and EFF_XXXL an other efficiency assigned to it.
  • step SlO it is then checked whether the ignition angle efficiency EFF_IGAJJ for the group of cylinders Zl to Z4 with the high valve lift H is less than or equal to a minimum ignition angle efficiency EFF_IGA_MIN H - if the condition of step SlO is not met, processing is carried out in one Step S14 continues, which is explained in more detail below.
  • step S10 the ignition angle efficiency EFF_IGA H for the group of cylinders with a high valve lift H is set equal to the minimum ignition angle efficiency EFF_IGA_MIN H in a step S11, specifically in a step S11.
  • the ignition angle efficiency EFF_IGAL for the group of cylinders which are operated with a small valve lift L is then determined in a step S12 in accordance with the relationship specified in step S12.
  • step S12 processing continues in step S18.
  • step S14 it is checked whether the ignition angle efficiency EFF_IGA ⁇ for the group of cylinders Zl to Z with a small valve lift is greater than or equal to a maximum ignition angle efficiency EFF_IGA_MAX L. If this is not the case, the processing is continued in step S18. If, on the other hand, the condition of step S14 is fulfilled, the maximum ignition angle efficiency EFF_IGA_MAX ⁇ is assigned to the ignition angle efficiency EFF_IGAL in a step S15.
  • step S16 the ignition angle efficiency EFF_IGAj is then determined depending on the relationship specified in step S16.
  • steps S11 and S12 or steps S15 and S16 can ensure that, even if the conditions of steps S1 and S14 are met, the engine runs as smoothly as possible without knocking or misfiring, the desired torque is set as precisely as possible.
  • an individual ignition angle IGAL is determined for those cylinders z1 to Z4 that are operated with a small valve lift L. This is dependent from the ignition angle efficiency EFF_IGA ⁇ ,. For example, this can also be done by means of a map or by another predefinable relationship.
  • an ignition angle IGAjj is then determined for the group of cylinders Z1 to Z4 which are operated with a high valve lift H. This takes place depending on the ignition angle efficiency EFF_IGAjj. As in step S18, this can be done by means of a corresponding map interpolation or else by means of another relationship.
  • the ignition angles IGA j and IGAJJ determined in steps S18 and S20 are then set accordingly in the respective cylinders Z1 to Z4 in the following by correspondingly actuating the respective spark plugs 35.
  • the processing of the program is carried out in the Step S3 continued.
  • Steps S6, S8, S11, S12, S15, S16 can then be omitted.
  • FIGS. 3 and 4 A further embodiment of the program of FIGS. 3 and 4 is explained below with reference to FIG. 5.
  • the program is started in a step S2, which corresponds to step SI.
  • Steps S26 and S36 correspond to steps S2 and S3.
  • the indicated torque TQI H for a high valve lift is determined by forming the difference between the net value TQ_NET of the actual torque TQ and the loss torque TQ_LOSS L for a low valve lift L. Further the indicated torque TQI L with a low valve lift L is determined by forming the difference between the net value TQ_NET of the actual torque TQ and the loss torque TQ_LOSS H with a high valve lift H.
  • step S30 the ignition angle efficiency EFF_IGA H is then determined for the cylinders whose valve lift VL has a high valve lift H. This takes place depending on the relationship specified in step S30.
  • step S32 the ignition angle efficiency EFF_IGA L is then determined for the cylinders whose valve lift VL has a small valve lift L. This is done depending on the relationship specified in step S32.
  • step S34 the indicated torque TQI is determined as a function of the net value TQ__N ⁇ T of the actual torque TQ and as a function of an average loss torque per working cycle of the internal combustion engine, which is determined as a function of the loss torque TQ_LOSS H , TQ_LOSS L with a high valve lift H and a low valve lift L. , Following step S34, the processing is then continued in step S10.

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  • Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

Un moteur à combustion interne comporte plusieurs cylindres (Z1 à Z4) qui possèdent des chambres de combustion et qui sont associés chacun à une bougie d'allumage (35) destinée à allumer un mélange air / carburant dans la chambre de combustion, et au moins deux dispositifs de réglage destinés à réguler l'amenée d'air dans les chambres de combustion des divers cylindres (Z1 à Z4). Pour commander le moteur à combustion interne, un angle d'allumage individuel est déterminé pour chaque groupe de cylindres (Z1 à Z4) auxquels la même masse d'air doit être apportée par cycle de combustion et pendant les cycles de combustion desquels le même couple de rotation de perte est déterminant. Le couple de rotation déterminant est celui qui est associé au cylindre se trouvant dans sa phase d'admission pendant le cycle de combustion concerné du cylindre concerné du groupe concerné. L'angle d'allumage individuel d'un groupe est déterminé en fonction du couple de rotation de perte déterminant pour le groupe concerné.
PCT/EP2005/050688 2004-05-07 2005-02-16 Procede et dispositif de commande d'un moteur a combustion interne WO2005111410A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
KR1020067025762A KR101173711B1 (ko) 2004-05-07 2005-02-16 내연기관 제어 방법 및 장치
US11/579,424 US7377260B2 (en) 2004-05-07 2005-02-16 Method and device for controlling an internal combustion engine
EP05708031A EP1743098B1 (fr) 2004-05-07 2005-02-16 Procede et dispositif de commande d'un moteur a combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004022593A DE102004022593B4 (de) 2004-05-07 2004-05-07 Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE102004022593.1 2004-05-07

Publications (1)

Publication Number Publication Date
WO2005111410A1 true WO2005111410A1 (fr) 2005-11-24

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US (1) US7377260B2 (fr)
EP (1) EP1743098B1 (fr)
KR (1) KR101173711B1 (fr)
DE (1) DE102004022593B4 (fr)
WO (1) WO2005111410A1 (fr)

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AT515499B1 (de) * 2014-02-20 2016-01-15 Ge Jenbacher Gmbh & Co Og Verfahren zum Betreiben einer Brennkraftmaschine
US11236689B2 (en) 2014-03-13 2022-02-01 Tula Technology, Inc. Skip fire valve control
WO2015175286A1 (fr) 2014-05-12 2015-11-19 Tula Technology, Inc. Moteur à combustion interne utilisant une commande de levée de soupape variable et de cycle d'allumage sauté
US10662883B2 (en) 2014-05-12 2020-05-26 Tula Technology, Inc. Internal combustion engine air charge control
US10493836B2 (en) 2018-02-12 2019-12-03 Tula Technology, Inc. Noise/vibration control using variable spring absorber
JP6733105B2 (ja) * 2018-02-23 2020-07-29 三菱電機株式会社 内燃機関の制御装置及び制御方法

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KR101173711B1 (ko) 2012-08-13
DE102004022593A1 (de) 2005-12-01
EP1743098A1 (fr) 2007-01-17
US20070250252A1 (en) 2007-10-25
DE102004022593B4 (de) 2007-12-27
US7377260B2 (en) 2008-05-27
KR20070026566A (ko) 2007-03-08
EP1743098B1 (fr) 2009-06-03

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